Railway-traffic-controlling apparatus



Feb. 2 3 192e. 1,574,195'A L. F. HOWARD RAILWAY vrIRAFFIC CONTROLLING APPARATUS Filed May 26, 1924 2 Sheets-Sheet l C'a/zralledfrom imc/:way

M ATTORNEY Amp?? Feb.l 23 1926.

L. F. HOWARD RAILWAY TRAFFIC coNTRoLLING APPARATUS Filed May 26, 1924 2 Sheets-Sheet 2 E Con'oiled from ack 2 1/ INVENTOR g' @MH-5MM, BY i] ATTORNEY Patented Feb. 23:? i925.

man

LEM'UEL F. HOWARD, 0F EDG'EW'OOD BOROUGH,

UNION SW'TCH L lSGrNl-l.. CQMPAN'Y, PORATXON GF PENNSYLVANIA.

F S'WSSVALE, F'ENNSYLVANIA, A COR- RAILWAY-TRAFFEUGNTROLLNG APPARATUS.

Application filed May 2S,

To all 'whom 'it may concern:

Be it known that l, Lnirnnn F. -iownnn, a citizen of the United States, residing at lGdgcwood Borough, in the county of fillegheny and State of Pennsylvania, have invented certain new and useful improvements iii Railway-Tranic-Controlling Ap paratus, of which the following is a specilication.

My invention relates to railway traffic controllingV apparatus, and particularly to apparatus of the type which involves means for automatically' indicating or governing the speed o-f a train.

ln apparatus of this character it has heretofore been proposed to use a centrifugal device to perform certain functions dependent on the speed of the train, the centrifugal device being in turn operated in such manner that its speed corresponds to the actual speed of the train. One object of the present invention is to accomplish the same results without the use of a centrifugal. device.

l will describe certain forms of apparatus embodying my invention, and will then point outthe novel features thereof in claims.

In the accompanying drawings, Fig. l is a diagrammatic view showing one form of railway trafic controlling apparatus enibodyingmy invention, and Fig. 2 is a similar view showing'- a modiiicationof the vapparatus shown in Fig. 1 and also embodying my invention. Fig. 3 is a view showing` one forni of tuned relay which may be used in the apparatus shown in Fig. l. Fig. e is a view showing a modification of a portion of the apparatus shown in Figs. l and 2, and embodying my invention. 5 is al view showing another modification of a portionof the apparatus shown in Figs. l and 2 and also embodying my invention. F 6 is a diagrammatic view showing another forin of traffic controlling apparatus embodying my invention. v

Similar reference characters refer to simi* lar parte in each of the several views.

Referring first to Fig. l, the reference character V designates an axle and a pair of wheels, which parts represent a vehicle traveling on track rails 8 and 3a. Mounted on the vehicle V is an alternating current generator A which is operated in such inanncr that its speed, and consequently its fre- 19-24. Serial N0. 715,870.

tuned torespond to currents of different frequencies. is shown in Fig. l, and also in Fig. 3, each of these receiving `devices is in the form of a reed relay, comprising a pair of operating magnets 4, 4a, a tuned reed 5, a normally closed Contact 6 which is opened when the reed responds to the frequency for which it is tuned, and a normally open contact 7 which is closed when the reed responds to the frequency for which it is tuned. rlhe magnets 4of the several relays it are connected in series and are constantly supplied with current from the generator ,5ithe circuit being from this generator through wire 9, magnets 4; and 4a of relay R, magnets 4- and il of each of the succeeding relays, and wire 10 to generator A. llach relay R vibrates when supplied with current of a certain frequency, and

these frequencies are so chosen that they fall within therange of frequencies of the current suppliedl by generator A. This range of frequencies is further so chosen as to correspond approximately with the range of speed of the. vehicle V. For example, relay its may be designed-to respond at 10 miles an hour, relay t7 atl miles an hour, relay RG at 2O miles per hour, relay Rat 30 milesl per hour, rela-y Rt at 35 miles per hour, and so on up to relay R which responds at 65 miles per hour. Each relay preferably responds to frequenciescorresponding to a range of a few miles per hour in each direction from the critical frequency, so that as the speed of the vehicle increases or decreases each relay will begin to respondjust the-preceding relay ceases responding. associated with each relay R is alarnp designated by the reference character L with the same exponent as that of the corresponding relay. Each lamp is controlled by the normally open contact of the associated relay so that these lamps are all extinguished except Ywhen the vehicle is in motion-and PENNSYLVANA, ASSGNOR TO THE I then only one lamp is lighted at a time. v

For example.) the circuit for lamp L is from a battery C, through wire 23, contact 7, lamp L, and wire 24 to battery C. The circuit lfor lamp L2 is from battery C,

through Wire 23, contact 6 ot relay R', Wire 25, contact 7 ot relay B2, lamp L2, and Wire 24; to battery C. Similarly, the circuit for each of the succeeding lamps passes through the normally open contact ot the associated relay R and the normally closed contact of each relay R corresponding to higher speeds. lt Will be seen, there-fore, that as the speed of the train increases one lamp Will be lighted at a time and `that the next lamp Will be lighted as the first lamp is extiir guished. In other Words, there Will he a progressive lighting ot the lamps from right to letty as thespeed ot the vehicle increases, and a progressive lighting ot the lamps from left to right as the speed ot the, vehicle decreases.

The reference character B designates a relay which is controlled from the traclivay in such manner as to assume diferent'positions in accordance with different traiiic conditions in advance. As here shown, this relay comprises three contacts 11, 12 and 13, which contacts are closed respectively under proceed, caution and stop trafc conditions in advance. I will assume for purposes of the present disclosure that when the proceed or high speed contact 11 is closed it is permissible for the vehicle to travel at 60 miles per hour; when the caution or medium speed contact 12 -is closed it is permissible to travelat 3() miles per hour but no faster, and when the stop or lovv speed contact 18 is closed it is permissible for the vehicle to travel at 10 miles per hour but no faster.V Y

' The reference character E designates a valve Which is controlled byy a magnet D in such manner that the valve is closed when the magnet is energized and is permitted to open when the magnet becomes de-energized. This valve E is utilized to govern the vehicle in any suitable manner, and preterably operates to retard the vehicle when the valve is open but not when it is closed. For example, the valve E may control an oritice in the pipe F, Which may be the brake pipe ont the vehicle or may be a pipe leading to apparatus designed to cause a brake application when valve E opens.

The valve magnet D is controlled jointly by the normally'closed contacts 6 of the relays B and by the contacts 11, 12 and 13 of relay B. As here shown, magnet D is provided With a circuit which is supplied with current from battery C and which includes in series the contact 6 of each relay B to R8. This circuit is provided With a shunt around contact 6 of relay R8, which shunt includes the low speed contact 13 oli' relay B. The

, circuit for magnet D is provided with a second shunt around contact 6 of each relay R5, R, R7 and RS, which shunt includes the medium speed contact 12 or' relay B. The circuit for magnet D is further provided With a third shunt around contact 6 of each relay B2 to R8, inclusive, which shunt includes the high speed contact 11 of relay B.

The operation of the apparatus shown in Fig. 1, ris as follows:

Assuming that Contact 11 of relay B is closed and that the speed of the train is 60 miles per hour or less, it will be observed that the circuit for magnet D is closed through contact 6 of relay R', Wire 25, Wire 15, contact 11 of relay B and Wire 16, so that magnet D is energized, valve E is closed, and so the speed of the train is not retarded. It the speed should approach miles per hour, however, relay R will respond by opening its contact 6 with the result that magnet D ivill become cle-energized and the speed of the train Will be retarded by the opening of valve E. Similarly, if relay B is energized in such direction that contact 12 is closed, the train may proceed at 30 miles per hour or less but it the speed approaches 35 miles per hour contact 6 of relay R4 Will open, so that magnet D Will become (le-energized and the speed of the train will be automatically retarded. It" relay B is de-energized so that contact 13 ot this relay is closed the train may proceed at 10 miles per hour or less Without affecting valve E, but if the train approaches 15 miles per hour, relay B7 Will respond by opening contact 6 so that magnet D Will become cle-energized and the speed Will be automatically retarded.

I have stated in the foregoing discussion that when any relay R responds to the frequency :tor which it is tuned, it causes contact 6 to open and contact 7 to close. This does not necessarily mean that contact 6 remains open and contact 7 remains closed While the relay is responding; on the other hand, it may be that contact 6 Will be opened and closed intermittently, whereas contact 7 will be closed and opened intermittently. lVlien this is so, the circuit for magnet D is so designed that the intermittent opening of contact 6 of any of the relays R Will increase the impedance of this circuit to such extent that magnet D Will release its armature and so permit the valve- E to open. Similarly, the intermittent closing and opening of contact 7 Will cause an intermittent lighting ot the. associated lamp L, such lighting being su'llcient, however, to constitute an indication to the driver of the vehicle.

Each relay R may be constructed in any suitable manner. As shown in Fig. 3, for example, the tuned reed 5 is attached to an armature 111 which is pivotally mounted at 8- on a core let carrying the operating magnets l and 11a. Armature 14@L is polarized so that it is drawn in one direction When the alternating current is positive, and in the opposite direction when the current is negav ot relay J is interposed in wire the supply et current to the operating' inagnets t and la should tail while the train is running` at a speed above 15 miles per hour, relays PJ and P8 will, ot course, both he decnergized, so that contact 7 of relay R8 is open. It now relay D should become deenergized, the current which is supplied to mag-net D through liacl sonta'ct 13 and the thermo-sensitive cell ll will not he suieicient to keep this magnet energized` and, consequently the. braltes will he applied and the train will be brought to a stop. lf the tailure ot' operating current to the m iets ft and 4l should occur while the train is runnineat less than 15 miles per hour, it will not cause de-energrization ot magnet D provided the low speed limit is already in effect g but it the high or mechanism speed liniit is in etiiect at the time or the failure, then wl en the low limit becomes effective magnet D will become de-energized even tiiouah the actual sneed has not exceeded 15 miles nei' hour. lt the 'failure occurs while the lcw limit is in ellfect and the actual speed is below 15 miles per hoiugfthe train can continue without incurring an automatic applicat on ol the. brakes, but it the Speed should he increased above this value, the engineer1 will be aware of the system being' out ot order by reason ot" the speed indicator lamps not lighting.

lt will, ot course, be understood that the moditication shown in Fi Ll can be applied to the apparatus illustrated in Fig'. 2 as well as to the apparatus illustratecL in l.

Referring; now to Fig'. 5, the apparatus shown in this view is thc same as that shown in Fig. 1, except that the wire 18 connectingbattery C with magnet D is divided into wires 18 and 18 which are connected by a 'ti ont contact l5 ot Ia relay J. The winding` 10 ot Fie'. 1, this wire beine' divided into two wires 1() and 10a in Fig. 5 for the purpose ot interposing the winding' ot relay J. It follows that relay J is included in series in the circuit tor the alternating current generator A, so that it this circuit fails tor any reason relay J will become cle-energized, and in so tar as the apparatus thus 'lar referred to is concerned, the de-energ'ization orn relay J will open the circuit tor magnet D and so will cause an application ot the b ralresu To permit the train to pr ceed with relay J open, the circuit for magnet D isprovided with a shunt around contact ,l5-ot relay J, which shunt includes wire 5&2, coi act. il? ot' a slow releasing; relay K and wire 53, .ay K is normally de-energized, so that this shunt is normally open. Relay l is controlled by two contacts L18 and e9, which are prelerably ot the vibrating reed type and are mechanically responsive to the speed ot the train. That is to say, contact 18 is so adjusted that it is normally open but that it lresponds mechanically to close when the train is traveling` at 10 miles per hour;V whereas Contact a9 is normally closed but is so adjusted that it responds mechanically to open at 15 miles per hour. Assuming' that relay J has opened, due to a failure of the alternating' current circuit supplied by generator A, the ybrakes will, of course, be applied and the train will either be stopped or reduced to a `very low speed. lilhen the speed is reduced to 10 miles per hour contact L18 will close, whereupon relay K will he energized due to a pick-up circuit which passes from battery C, through wires 28 and i-f., winding' et relay lt, wire 50, contact d8, and wires 52 and 18 to battery C. rlhe energization otl relay l closes the shunt around contact ot relay J so that the brakes will be released and the train may proceed. lt. the speed increases above 10 miles per hour, the piclzup circuit just traced tor relay K will be opened at Contact a8, but this relau will remain closed due to a stick circuit which passes from battery C, through wires Q3 and 5, relay l, wire 50, contact 116 ot relay K, wire. 51, contact el), and wires 52 and 18 to battery C. As longl as the speed of the train does not reach 15 miles per hour, contact l19 will remain closed and so the stick circuit just traced tor relay K will remain closed. It, however, the speed reaches or exceeds 15 miles per hour, Contact 49 will open, and since contact d8 has already been opened, relay K will become cle-energized, so that the. shunt comprising contact al? ot this relay will open and the brakes will be applied.A It Jfollows that in the event oit tailurc oi current in the alternating current circuit supplied by generator A, the train may proceed at speeds less than 15 miles per hour without incurring an automatic application ot tue brakes. f

Obviously the moditication shown in Fig. may be applied to the apparatus shown in Fig. 2 as well as to the apparatus shownin Eig. 1. n

In Fig. 5 it will be observed that when (he vehicle stops, relay J will be open due to the cessation oit' current from generator A.. rllhis will not cause magnet D to become decnergized, however', because relay l closes when the vehicle speed is reduced to 10 miles per hour and remains closed while the vehicle is at rest anduntil the speed 'is again increased to 15 miles per hour.

Referring` now to` Fig. 6, the apparatusY shown in this view is the saine as that shown in Fig. 1 except as to the means for causing` operation ot' the tuned receivers which are here designated T. Each receiver T coinprises a reed 5 which responds to the mechanical vibrationo the vehicle, that is, each reed is so designed and mounted that it is mechanically resonant. at the rate of vibration ol the vehicle due to a given speed or "given small range of speeds, so that at such speed or range of speeds the reed vi brates freely and thus operates to open its associated contact 6 `and close its associated contact 7. The several receivers may be designed to selectively `respond `to the saine speeds as the corresponding` receivers It in Fig. l and S in 2. It follows that the generator A, operating magnets i and li, and the circuit including these elements, are omitted from Fig. G, but in all other respects the apparatus is diagrammatically the saine as Fig. 1. The operation of the apparatus shown in Fig. G will be apparent from the foregoing explanation of the operation of the apparatus shown in Fig. l. Of course the apparatus of Iiig. 6 does not require the protective schemes shown in Figs. 4i and 6.

Although I have herein shown and described only a ,few forms of apparatus embodying my invention, it is understood that `various changes and modifications may he made therein within the scope of the appen'ded claims without departing from the spirit and scope of my invention.

Having thus described my invention, Awhat I claim is:

l. In combination, a` railway vehicle, means thereon for generating a periodiccurrentthe frequency of which isproportional to the 'speed of the vehicle, va plurality of receivers supplied with said periodic current and tuned to respond to different frequencies, and .governing means on the vehicle controlled by .said receivers.

2. In combination, a railway vehicle, means thereon for generatino' a periodic current the .frequency of which is'proportional to the speed of the vehicle, a plurality of receivers supplied with said periodic current and tuned to respond to different frequencies, apparatus on the vehicle controlled from the traclrway and arranged to assume different conditions in accordance with different trafiic conditions in advance of the vehicle, and governing means on the vehicle controlledjointly by said receivers and said apparatus.

3. In combination, a railway vehicle, means thereon for generating a yperiodic current the frequency of which isproportional to the speed of the vehicle, a plurality of receivers supplied with said periodic current and tuned to respond to different frequencies, and means controlled by said receivers for indicating the speed of the vehicle.

4f. In combination, a railway vehicle, means thereon for generating a periodic current the frequency of which is proportional to the speed of the vehicle, a plurality of receivers supplied with said periodic current and tuned to respond to different frequencies, and a device associated with each receiver for indicating` response of such receiver to the frequency for which it is tuned.

5. In combination, a railway vehicle, means thereon for generating a` periodic current thefrequency of whichis proportional to the speed of the vehicle, a plurality ofreceivers supplied with said periodic currentand tuned to respond to different.frequen-l cies, apparatus on the vehicle controlled from the traclrway for imposing` diderent permissive speed limits in accordance with diflerent tratiic conditions in advance,.and means controlled jointly by said receivers and said apparatus for retarding the vehicle if the actual speedexceeds the ypermissive speed.

6. In combination, a railway vehicle, means thereon for generating a periodic currentl the frequency of which is proportional to the speed of the vehicle, avplurality of receivers supplied with said periodicrcurrent and tuned to respond to different frequencies, apparatus on the vehicle controlled from the trackway and arranged to assume different conditions in response to different tra-.flic conditions in advance of the vehicle, mechanism controlled jointly by said receivers and said apparatus for governing the vehicle, and means for retarding the vehicle in theevent of failure of response of the` re ceiver corresponding to theactual lspeed of the vehicle.

7. In combination, a railway vehicle, means thereon for generating a periodiccurrent the frequency of `which is proportional to the speed of the vehicle, a plurality7 ofy receivers supplied with said periodic current and tuned to respond to different frequencies, and means associatedwith said receivers for `retarding the vehicle in the event that the receiver corresponding to the .actual speed ceasesto respond.

` 8. In combination, a railway vehicle, means thereon for generating a periodic current the frequency of which is proportional to the speed of the vehicle, a plurality ofreceivers supplied with said periodic current and timed to `respond to different frequencies, and a safety deivce set into operation if the 4receiver corresponding to the actual speed of the vehicle ceases to respond.

9. In combination, a` railway vehicle, means thereon for vgenerating a periodic current the frequency of which is proportional to the speed of the vehicle, a plurality of receivers supplied with said vperiodic currentand tuned to respond to 'different frequencies, a normally closed contact associated with each receiver and opened when the receiver is responding to the frequency for which it is tuned, a cir cuit including all of said contacts in series and a governing device for the vehicle, 4and means controlled from the traclrway for shunting out certain of said contacts.

10. In combination, a railway vehicle, means thereon Vfor .generating a periodic current the frequency of which is proportional to the speed ofthe vehicle, a plurality of receivers supplied with said periodic current and tuned to respond to different frequencies,'a normally open contact associated with each receiver and arranged to be closed when the receiver is responding to the frequency for which it is tuned, and indicating means controlled by said contacts.

ll. In combination, a railway vehicle, means thereon for generating a periodic current the frequency of which is proportional to the speed of the vehicle, a plurality of receivers supplied with said periodic current and tuned to respond to different frequencies, a normally -open contact associated with each receiver and arranged to be closed when the receiver is responding to the frequency for which it is tuned, a lamp for each receiver, and a circuit for each lamp including the contact for the corresponding receiver anda source of current.

12. In combination, a railway vehicle, means thereon for generating a periodic current the frequency of which is proportional to the speed of the vehicle, a plurality of receivers supplied with said periodic current and tuned to respond to different frequencies, a normally closed contact associated with leach receiver and ar ranged to open when the receiver responds to the frequency for which it is tuned, apparatus on the vehicle controlled from the trackway and arranged to assume different conditions corresponding to different speed limits according to diiierent'trafc conditions in advance, Vand means controlled by said contacts and said apparatus for retarding the vehicle in the event of an open contact representing a higher speed than the speed corresponding to the condition of said apparat-us.

13.111 combination, `a railway vehicle, means thereon for generating a periodic current the frequency of which is proportional to the speed of the vehicle, a plurality of receivers supplied with said periodic current and tuned to respond to different frequencies, a normally closed contact associated with eachy receiver and varranged to open when the receiver responds to the frequency for which it is tuned, apparatus on the vehicle controlled from the trackway and arranged to assume different conditions corresponding to different speed limits according to different traffic conditions in advance, and governing means on the vehicle controlled jointly by said contacts and said apparatus.

14. In combination, a railway vehicle, means thereon for generating a periodic current the frequency of which is proportional to the speed of the vehicle, a pluralityof receivers supplied with said periodic current and tuned to lrespond to different frequencies, a normally closed contact associated with each receiver and arranged to open when the receiver responds to the frequency for which it is tuned, apparatus on the vehicle controlled from the trackway and arranged to assume different conditions corresponding to different speed limits according to different traflic conditions in advance, said apparatus including contacts one or another of which is closed according to the condition assumed by the apparatus, a circuit including all of said normally closed contacts in series, and a vehicle retarding device, and a plurality of shunts for said circuit connected around different numbers of said normally closed contacts and each including` one of said second mentioned contacts.

l5. ln combination, a railway vehicle, means thereon for generating a periodic current the frequency of which is proportional to the speed of theA vehicle, a plurality of receivers supplied with said periodic current and tuned to respond to different frequencies, a normally closed contact associated with each receiver and ar ranged to open when the receiver responds to the frequency for which it is tuned, apparatusv on the vehicle controlled from the traclrway and comprising three tra-flic controlled contacts arranged to be closed according as traffic conditions in advance require a low speed, a medium speed or a high speed, a circuit on the vehicle including all of said normally closed contacts in series and a vvehicleA retarding device, a shunt for sai'd circuit around the normally closed contacts corresponding to speeds below said low speed and including the traiiic controlled contact which is closed under low speed conditions, a second shunt for said circuit around the normally closed contacts corresponding to speeds below said medium speed and including the traffic controlled contact which is closed vund-er medium speed conditions, and a third shunt around all of said normally closed contacts corresponding to speeds below said high speed and including` .the traffic controlled contact corresponding to said high speed.

l. ln combination, a railwayY vehicle, means thereon for generating a periodic current the frequency of which is proportional to the speed of the vehicle, a plurality of electro-magnets supplied with said periodic current, tuned reeds for said'magnets adjusted to respond to different frequencies,

` governing means on the vehicle coned by said reeds. ln combination, a railway vehicle', means thereon for generating a periodic current the frequency of which is proportional to the speed of the vehicle, a plurality of electro-magnets supplied with said periodic Cil current, tuned reeds for said magnets adjusted to respond to dill'erent frequencies, apparatus on the vehicle controlled from' the trackway and arranged to assume different conditions in response to diliierent trailic conditions in advance, and governing` means on the vehicle controlled jointly by said reeds and said apparatus.

18. ln combination, a railway vehicle, means thereon for generating a periodic current the frequency ot which is proportional to the speed of the vehicle, a circuit supplied with said periodic current and provided with a plurality of branches tuned to resonance at dille-rent Jirequcncies, and governing means on the vehicle controlled by said tuned branches.

19. ln coml'iination, a railway vehicle, means thereon flor generating a periodic current-the frequency of which is proportional to the speed ot the vehicle, a circuit-supplied with said periodic current and provided with a plurality ot' branches tuned to resonanie at diiiierent frequencies, apparatus on the vehicle controlled from the trackway and arranged to assume diiicrent conditions in response to different trailic conditions in advance, and governing means on the vehicle controlled jointly by said circuit branches and said apparatus.

20. ln combination, a railway vehicle, a plurality ot tuned receivers thereon responding to diderent speeds of the vehicle, and governing means on the vehicle controlled by said receivers.

ill. ln ioinbination, a railway vehicle, a plurality of tuned receivers thereon responding to different vehicle'speeds, apparatus on the vehicle controlled from the traclrway and arranged to assume diilxerent conditions in accordance with dilierent traiiic conditions in advance of the vehicle, and govp means on the vehicle controlled lA by said receivers and said apparatus. Y combination, a railway vehicle, a ot tuned receivers thereon responding to dilierent vehicle speeds, and means controlled hy said receivers for indicating the speed of the vehicle.

23. ln combination, a railway vehicle, a plurality ot tuned receivers thereon responding to diil'erent vehicle speeds, and a device associated with each receiver Jfor indicating response ot such receiver to the vehicle speed for which it is timed.

ln combination, a railway vehicle, a plurality oi' tuned receivers thereon responding to ditlerent speeds of the vehicle, appa- 25. In combination, a railway vehicle, a plurality of tuned receivers thereon responding to different vehicle speeds,apparatus on the vehicle controlled from the trackway and arranged to assume different conditions in response to different tratlic conditions in, advance of thc vehicle, mechanism controlled jointly by said receivers and said apparatus Jor governing the vehicle, and means for retarding the vehicle inthe event of failure of response or" the receiver corresponding to the actual speed of the vehicle.

26; ln combination, a railway vehicle, a plurality of tuned receivers thereon responding to dillerent vehicle speeds, and means associated with said receivers `tor retarding' the vehicle in the event that the receiver corresponding to the actual speed ceases to respond.

27. ln combination, a railway vehicle, a

plurality of tuned receivers thereon respondi ing to diliferent vehicle speeds, and a safety device set into operatio'nit the receiver corresponding to the actual speed of the vehicle ceases to respond.

28. ln combination, a railway vehicle, a pluralityv oit tuned receivers thereon `responding to different vehicle speeds, a normally closed contact associated with each receiver and opened when the receiver is responding to the vehicle speed tor which it is tuned, a circuit includingV all of said contacts in series and .a governing device for the vehicle, and means controlled from the trackway for shunting out certain of said contacts.

ln combination, a railway vehicle, a plurality ot tuned receivers thereon responding to dililercnt vehicle speeds, a normally open contact associated with each receiver, and arranged to be closed when the receiver is responding to the vehicle speed tor which it is tuned, and indicatinng` means controlled by said contacts.

30. In combination, a railway vehicle, ak

plurality of tuned receivers thereon responding' to different vehicle speeds, a normally closed contact associated with each receiver and arranged to open when the receiver rcsponds to the speed for which it is tuned7 apparatus on the vehicle controlled from the traclrway and arranged to assume differ-ent conditions corresponding to different speed limits according to dil-ferent track conditions in advance, and means controlled lby said contacts and said apparatus tor retardingthe vehicle in the event of an open contact representing a. higher lspeed than the speed corresponding to the condition of said apparatus.

31. In combination, a railway vehicle, a plurality of tuned receivers thereon responding to different vehicle speeds, a normally closed contacty associated with each receiver and arranged to open when the receiver responds to the speed' for which it is tuned, apparatus on the vehicle controlled from the trackway and arranged to assume different conditions corresponding to different speed limits according to dillerent traffic conditions in advance, and governing means on the vehicle controlled jointly by sait contacts and said apparatus.

32. In combination, a railway vehicle, a plurality ot tuned receivers thereon responding to dilterent vehicle speeds, a ncrmally closed contact associated with each receiver and arranged to open when the receiver responds to the speed for which it is tuned, apparatus on the vehicle cont-rolled from the traclway and comprising three traiiic controlled contactsarranged to be closed according as traliic conditions in advance require a low speed, a medium speed or a high speed, a circuiton the vehicle including all of said normally closed contacts in series and a. vehicle retarding device, a shunt for 'said circuit around the normally closed contacts corresponding to speeds below said low speed and including` the tratic controlled contact which is closed under low speed conditions, a second shunt for said circuit around the normally closed contacts corresponding to speeds below said medium speed and including the tratc controlled contact which is closed under medium speed conditions, and a third shunt around all of said normally closed contacts corresponding tospeeds below said high speed and including the trailic controlled Contact corresponding to said high speed.

38. In combination, a railway vehicle, means thereon for generating a periodic current the frequency ot which is proportional to the speed of the vehicle, governing means on the vehicle controlled by the trequency ot said current, and protective means on the vehicle responsive to the failure of said current while the vehicle is moving.

34. In combination, a railway vehicle, means thereon for generating an electric current having a characteristic which varies in proportion to the speed oiE the vehicle, governing means on the vehicle controlled by the said characteristic of such current, and protective means on the vehicle responsive to the failure of said current while the vehicle is moving.

35. In combination, a railway vehicle, means thereon for generating an electric current having a characteristic which varies in proportion to the speed oi the vehicle, governing means on the vehicle controlled by the lsaid characteristic ot such current, means for areventing. operation of said governing means when said current tails due to stoppage ot the vehicle, and means means thereon for generating an electric current having a characteristic which varies in proportion to the speed ot the vehicle, a relay included in the circuit tor said current, governing mechanism on the vehicle provided with a governor circuit controlled by a Jfront contact of 'said relay, a shunt for said governor circuit around the said front contact and including a front contact of an auxiliary relay, and apparatus including tuned reeds responsive to the vibration ot' seid vehicle for energizing said auxiliary relay at relatively low speeds.

38. In combination, a railway vehicle, means thereon for generating an electric current having a. characteristic which varies in proportion to the speed of the vehicle, a plurality ot' receivers on the vehicle controlled by said current and responsive selectively to different vehicle speeds, the receiver :tor one speed having a normally closed contact which opens at Athe speed tor which the receiver is adjusted and the receiver for rthe next lower speed having a normally open contact which closes at the speed for which the receiver is adjusted, a circuit including said normally closed contact and a vehicle governing device and the thermo-sensitive element 'ot a thermo-sensitive cell, and a second circuit including said normally closed contact and 'said normally open contact and the heating element ot' said thermo-sensitive cell.

In testimony whereof I aiiix my signature.

LEMUEL F. I-IONAR'D. 

